Results
98-24-06: This amendment adopts a new airworthiness directive (AD) that applies to all Dornier-Werke G.m.b.H. (Dornier) Model Do 27 Q-6 airplanes. This AD requires repetitively inspecting the rivets that attach the forward stabilizer attach fitting to the airplane fuselage for looseness, and replacing any loose rivets. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent the stabilizer from detaching at the forward stabilizer attach flanges because of loose rivets, which could result in reduced or loss of control of the airplane.
98-24-13: This amendment supersedes an existing airworthiness directive (AD), applicable to Eurocopter Model MBB-BK117 A-1, A-3, A-4, B-1, B-2, and C-1 helicopters, that currently requires initial and repetitive inspections of both surfaces of the tail boom vertical fin (vertical fin) spar, the skin, and the left-hand and right-hand frame sheets for cracks or loose rivets. That AD also requires repairing certain cracks, if found, and repairing and reporting those loose rivets and certain other cracks, if found. This amendment requires the same inspections, repairs, and reporting as the existing AD, but changes the reference to the service bulletin and prohibits the use of blind rivets for the vertical fin spar repair. This amendment is prompted by an accident that occurred on April 15, 1997, resulting in one fatality. The actions specified by this AD are intended to prevent failure of the vertical fin and subsequent loss of control of the helicopter.
89-02-08 R1: 89-02-08 R1 CASA: Amendment 39-6111 as revised by Amendment 39-6280. Applicability: All CASA Model C-212 series airplanes, certificated in any category. Compliance: Required as indicated below, unless previously accomplished. To ensure continuing structural integrity of the wing flap control system, accomplish the following: A. Within six months after February 17, 1989 (the effective date of AD 89- 02-08, Amendment 39-6111), incorporate a revision into the FAA-approved maintenance inspection program that will provide for inspection of the wing flap control system in accordance with CASA Document COM. 212-206, Revision 1, dated May 20, 1988. The non-destructive inspection techniques set forth in the CASA C-212 non-destructive procedures (27-50-01 through 27-50-05) provide acceptable methods for accomplishing the inspections required by this AD. All inspection results, positive or negative, must be reported to CASA Product Support, in accordance with instructions in the CASA Flap Control System Inspection Document. This Supplemental Structural Inspection (SSI) is to be repeated at intervals not to exceed 4,000 landings. B. Prior to the accumulation of 4,000 landings, or within six months after the effective date of this amendment, whichever occurs later, inspect the wing flap control system in accordance with CASA Document COM. 212-206, Revision 1, dated May 20, 1988. C. Cracked structure or damaged components detected during the inspections required by paragraphs A. and B., above, must be replaced prior to further flight, in accordance with CASA Document COM. 212-206, Revision 1, dated May 20, 1988. D. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI),who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Construcciones Aeronauticas S.A. (CASA), Getafe, Madrid, Spain. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This AD revises AD 89-02-08 (Amendment 39-6111) which became effective on February 17, 1989. This amendment (39-6280, AD 89-02-08 R1) becomes effective on September 5, 1989.
2013-11-03: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-215-1A10 and CL-215-6B11 (CL-215T Variant) airplanes. This AD requires repetitive detailed inspections for cracking of the left-hand (LH) and right-hand (RH) wing lower skin, and repair if necessary. This AD also provides terminating action for the repetitive detailed inspections. This AD was prompted by reports of a fractured wing lower rear spar cap and reinforcing strap. We are issuing this AD to detect and correct cracked wing structure, which could result in failure of the wing.
2013-11-02: We are adopting a new airworthiness directive (AD) for Aircraft Industries a.s. Model L-420 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as in-flight engine flame out occurred at take-off with water injection after reduction of engine power. We are issuing this AD to require actions to address the unsafe condition on these products.
52-13-02: 52-13-02 LOCKHEED: Applies to All Constellation (49 Series) Airplanes With Hamilton Standard Reversing Propellers. Items I, II and III are to be accomplished by means of a progressive modification program to be submitted to and approved by the FAA. This program shall begin no later than August 1, 1952, and shall be completed no later than November 1, 1953. I. In order to prevent inadvertent actuation of the propeller reversing solenoid valves, protect the reversing solenoid circuits from all other electrical circuits and protect the reversing solenoid circuits from each other. This is to be accomplished in accordance with attachment A and the following instructions which pertain to specific features to be considered in isolation of the circuits. Airplanes which have other features not specifically referred to in this list shall be treated in an equivalent manner: A. The multiple pin connector assembly at the reverse coordinating relay panel must comply with item 2 of attachment A. B. Protect the following exposed terminals as specified in item 3 of attachment A: (1) Exposed terminal on "A" relay in reverse coordinating relay panel; (2) Exposed terminals at throttle reversing switches (not required if item IIA(1) is installed). C. Modify Hamilton Standard relay box, where used, to shield the reversing solenoid circuit relay contacts, etc., from all other circuits which are energized at any time except when reversing is desired. Reversing relay boxes which have separate pin connectors for the reversing solenoid wire and the remaining circuits shall be so installed that it will not be possible inadvertently to interchange any connectors on any two relay boxes. D. Reversing solenoid circuit wiring: Modify in accordance with item 4 of attachment A. II. Other circuit modifications: A. All airplanes shall be modified in one of the following ways: (1) Install an additional switch in the reversing solenoid circuit which will prevent the application of power to the circuit until the switch has been closed by operation of the landing gear actuated throttle reversing lock system, or (2) Comply with Hamilton Standard Service Bulletin No. 221. III. Pedestal design (same compliance date as item I): A. Reversing throttle switch and lock bar assembly: Modify the assembly by adding stop pin and plate for the lock bar and cutting clearance notches on No. 1 and No. 4 switch triggers. IV. Maintenance practices: A. At each nearest scheduled service to 350 hours: (1) Inspect the points specified in item IB and any other critical points in the systems where two or more solenoid wires run together. These inspections may be discontinued if the modifications made to the system are of the type described in item 1(a) or 1(b) of attachment A. (2) Perform an electrical check of the reverse safety switches in the pedestal assembly to assure that the switch is open when the throttles are moved forward out of the reverse position, unless it is shown that failure of any of the reverse safety switches to open will be clearly apparent to the flight crew by reason of improper operation of the propeller control system. Because of the many technical considerations involved, analyses showing that the objective of this revision has been accomplished should be referred to the FAA for engineering evaluation and approval. (3) If item IIA(1) is installed, perform an electrical check of the switch to assure that it opens when the throttle lock bar is in the locked position. B. At any time that an electrical fault occurs in a circuit which is carried in the same bundles or the same conduit as the reversing solenoid circuit, representative terminal points in the faulty circuit are to be inspected to determine whether any damage may have occurred within the bundles or conduit. If there is evidence of possible damage, all the wiring involved is to be removed and inspected.Damaged wiring is to be replaced as necessary. V. Operating instructions: Comply with item 5 of Attachment A. VI. (Note: Propeller governor design changes which are under development and whose purpose is to provide a high pressure hydraulic circuit bypass to safeguard against inadvertent reversing and to provide ability to feather even when the reversing solenoid is energized, are still under consideration and may be the subject of a future Directive.) ATTACHMENT A Criteria for isolation of reversing circuits at terminal points and connections: 1. Terminal Strips. The following methods of isolation can be used: (a) Elimination of connections at terminal strips by using continuous wiring, (b) Providing separate, covered terminal strip for reversing lead connections, (c) Isolating the solenoid lead stud, terminals and associated hardware from all other nearby studs or terminals by enclosing these components in an insulating cover which is so designed orsecured to the wiring that the wire will stay in place in case of breakage at the terminal or so that the broken wire and terminal will remain insulated by the cover from contact with other circuits if the wire comes off its terminal. The nature of the cover design or provisions for its attachment must be such that its installation will not be overlooked during maintenance, (d) Removing or grounding studs adjacent to solenoid valve lead stud and securing all adjacent wiring and the reversing solenoid lead to prevent contact of broken leads with reversing solenoid terminal or contact of broken reversing solenoid lead with other terminals. If the adjacent studs are grounded, rather than removed, the studs must be identified distinctively so that they will not inadvertently be used for the attachment of wires serving other circuits. 2. Multiple Pin Connector Assemblies. The following methods of isolation can be used: (a) Elimination of pin connectors by using continuous wiring, (b) Providing separate pin connectors for each reversing solenoid circuit, (c) Deactivating all pins adjacent to the one carrying the reversing solenoid circuit. These pins are to be retained in the connector but identified distinctively so that they will not be used inadvertently. When distinctively identified, these pins may also be used for circuits which cannot supply sufficient energy to actuate the reversing solenoid or circuits which are energized only when reversing is desired. At the points where wires are attached to the connector pins, all exposed metal parts are to be protected with insulating covers so secured that contact between circuits cannot occur in case of failure at the connection or in case foreign material is left in the connector assembly. 3. Exposed Terminals on Relays and Switches. Protect these terminals in either one of the following ways: (a) As specified in item 1(c) for terminal strips, or (b) If the terminal is a type which cannot be protected as specified above, cover all exposed metal components with insulating material and secure all wires so that no wire can touch another terminal if the wire breaks or falls off its own terminal. Install insulating barriers as necessary to prevent inadvertent contact between broken or loose wires and other terminals. 4. Reversing Solenoid Circuit Wiring. Modify in one of the following ways: (a) Physically isolate the wiring from all other circuits. (b) If the wiring is run in bundles with other wires, a shielded wire is to be used. The shielding shall be grounded at both ends and a protective cover shall also be provided over the shielding. The shielding shall be carried as close as possible to the terminal points. 5. Operating Instructions. Not later than August 1, 1952, all operating instructions regarding unfeathering procedures shall specify that the following practices are to be observed and shall indicate that the reason is to guard against inadvertent reversing during the unfeathering operation: (a) If unfeathering is being accomplished at night the wing illumination lights or landing lights are to be used to permit observation of propeller operation. (b) The propeller is to be watched during unfeathering and the button is to be released when rotation starts. (This should normally be in 1 or 2 seconds.) (c) The tachometer is not to be used as a guide for determining when unfeathering is to be terminated.
98-23-14: This amendment adopts a new airworthiness directive (AD) that applies to certain Industrie Aeronautiche e Meccaniche (I.A.M.) Model Piaggio P-180 airplanes. This AD requires inspecting the elevator and aileron control retaining pins for proper installation and damage, and replacing any improperly installed or damaged pins. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Italy. The actions specified by this AD are intended to prevent the retaining pins from interfering with the flight control elements, which could result in loss of the cable retaining function with consequent loss of control of the airplane.
98-24-02: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model MD-11 series airplanes. This action requires a one-time inspection to identify the part numbers of two dimmer controls for the overhead instrument panel light and circuit breaker lightplate located in the flight compartment. For airplanes on which a dimmer control having an incorrect part number is installed, this action also requires replacing the dimmer control with a new part; modifying and reinstalling the existing dimmer control; or reinstalling a dimmer control following modification of the part by the part manufacturer. This amendment is prompted by reports of smoke emitting from the overhead panels in the cockpit area. The actions specified in this AD are intended to prevent an electrical failure in the overhead dimmer control due to overheating of a printed circuit board capacitor in the dimmer control, which could result in rupture of the capacitor andsmoke in the flight compartment.
93-11-08: 93-11-08 DE HAVILLAND, INC.: Amendment 39-8598. Docket 92-NM-69-AD. Applicability: Model DHC-7 series airplanes; serial numbers 1 through 30, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent structural failure, accomplish the following: (a) Within 6 months after the effective date of this AD, perform a one-time inspection of the lower two securing rivets on the left- and right-hand ground spoiler actuator attachment brackets to ensure the integrity of these rivets and to detect signs of fuel leakage, in accordance with de Havilland Service Bulletin 7-57-12, dated January 15, 1982. (1) If any loose or damaged rivet is found, or if there is evidence of fuel leakage, prior to further flight, modify the ground spoiler actuator attachment brackets (Modification No. 7/1827), in accordance with the service bulletin. (2) If no loose or damaged rivet and no evidence of fuel leakage is found, within 6 months after accomplishing the inspection required by paragraph (a) of this AD, modify the ground spoiler actuator attachment brackets (Modification No. 7/1827), in accordance with the service bulletin. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, New York Aircraft Certification Office (ACO), ANE-170, FAA, Engine and Propeller Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York ACO. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspection and modification shall be done in accordance with de Havilland Service Bulletin 7-57-12, dated January 15, 1982. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from de Havilland, Inc., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Engine and Propeller Directorate, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on July 22, 1993.
2013-09-10: We are superseding an existing airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. That AD currently requires repetitive inspections to detect cracking of the lower corners of the door frame and cross beam of the forward cargo door, and corrective actions if necessary. That AD also requires eventual modification of the outboard radius of the lower corners of the door frame and reinforcement of the cross beam of the forward cargo door, which terminates the existing repetitive inspections. This new AD revises the compliance times for the preventive modification; adds certain inspections for cracks in the number 5 cross beam of the forward cargo door; and adds inspections of the number 4 cross beam if cracks are found in the number 5 cross beam, and corrective actions if necessary. For certain airplanes, this \n\n((Page 31390)) \n\nnew AD also adds a one-time inspection for airplanes previously modified or repaired, and a one-time inspection of the reinforcement angle for excessive shimming or fastener pull-up, and corrective actions if necessary. This AD was prompted by additional reports of fatigue cracking in the radius of the lower frames and in the lower number 5 cross beam of the forward cargo door. We are issuing this AD to prevent fatigue cracking of the lower corners of the door frame and number 5 cross beam of the forward cargo door, which could result in rapid depressurization of the airplane.